Engine for reduced exhaust smog emissions



Feb. 13, 1968 B. WALKER ENGINE FOR REDUCED EXHAUST SMOG EMISSIONS FiledMarch 22, .1965

2 Sheets-Sheet l /NVENTOR v WWW Feb. 13, 1968 B. WALKER 3,368,345

ENGINE FOR REDUCED EXHAUST SMOG EMISSIONS l Filed March 22, 1965 v 2Sheets-Sheet 2 /NVENTR United States Patent Oice 3,368,345 Patented Feb.13, 1968 3,368,345 ENGINE FOR REDUCED EXHAUST SMOG EMISSIONS BrooksWalker, 1280 Columbus Ave., San Francisco, Calif. 94133 Ftled Mar. 22,1965. Ser. No. 441,710 16 Claims. (Cl. 60-30) This invention pertains tomodifications in the exhaust and intake of an engine so that whendecelerating at closed throttle above a predetermined speed the fuel toidle is automatically shut off and an auxiliary path from the exhaust tothe engine side of the carburetor butterfly is automatically opened atthe same time a poppet or other type valve is automatically closed inthe exhaust pipe or manifold so that a modest back pressure, such as 3to 15 lbs. p.s.i., is developed in the exhaust and the suction in theintake is reduced over what it would have been if the exhaust in limitedquantity were not introduced on the engine side of the carburetorbutterfly. This will greatly reduce the smog producing hydrocarbonemissions from the exhaust during such decelerations.

Another feature is the introduction of a spark plug in the exhaust asthe mixture in such a restricted recirculating flow may be burnable andburning in the exhaust may be desirable.

Another feature is the means for closing olf the exhaust so that ifpower is suddenly developed in the engine that the close off valve beingsuction operated will act as a relief valve to automatically release theexhaust above a predetermined pressure valve to prevent excessive backpressure in the exhaust and make opening of the valve dillicult if thevalve seated with the pressure of the exhaust.

Another feature is the reduction in volume of pollutants from theexhaust during decelerations by closing olf the exhaust and feedinglimited amount of exhaust gasses to the engine side of the throttle tocirculate the exhaust through the engine in an essentially closedcircuit somewhat like the cooling water circulates through the engineand radiator with none escaping.

Another feature is the possibility of burning some of the recirculatinggasses if they possess enough fuel either in the engine during therecirculation or in the exhaust with ignition by spark or llame arresterin the circuit from the exhaust to the intake.

Another feature is an adjustable ilow control valve in the path betweenthe exhaust and the intake to adjust the recirculating flow forpreferred exhaust back pressure and intake suction.

Another feature is the use of the same engine developed suction from asingle control valve that controls (l) the shu.ting off of the idlefuel, (2) automatically operates the valve that opens the circuitbetween the exhaust and the intake, and (3) automatically operates theexhaust f shut off valve as a relief valve against the exhaust pressureduring higher speed closed throttle decelerations.

Another feature is to get more braking when decelerating due to theengine suction and exhaust back pressure developed by this inventionduring certain decelerations.

Other features will be more particularly pointed out in the accompanyingspecification and claims.

I have illustrated my invention by way of example in the accompanyingdrawings, in which:

FIG. l is a diagrammatic View, partly in section, of one form of theinvention.

FIG. 2 is a plan view of a slightly modified sandwich to go between thecarburetor and the engine forming an invention as shown in FIG. 1.

In all figures likes numerals of reference refer to corresponding parts.

In FIGS. l and 2 I have shown an engine 10, a carburetor 11, a throttle12, a float bowl 13, with a float 14 which controls needle valve 15,which controls the fuel from the fuel pump not shown which enters theiloat bowl through line 16.

Fuel to idle is admitted through opening 16, vertical passage 17, pastanti-siphon port 18, down passage 19, past transfer port 21, to needlevalve 22, which controls the flow through idle port 23. This can be usedwith a carburetor that does not have smog control. However, with smogcontrol a passage 24 leads to passage 25 in the sandwich 9, which ismounted between the carburetor 11 and the intake manifold 26. Needlevalve 27 controls the flow of rich idle fuel and air from the float bowland the bleed ports 18 and 21 as it flows through line 28 to port 29 inidle fuel and air mixing tube 31. Most of the air to idle passes throughline 40 from the clean side of the air cleaner A, past heater 41, whichis heated by the exhaust in line 5t). The air for idle, then passesthrough line 42, line 43, past choke valve 44 and into mixing tube 31.The ow through mixing tube 31 is controlled by adjustable abutment 45,the position of which is controlled by adjustment screw 46. An abutment45 is mounted on rod 47 and urged to the open position by spring 48.

Diaphragm motor B is actuated by suction through lines 51 and 52 fromvalve V. Valve V has a double faced valve 61 which is urged to its upperposition by spring 62 to close off port 63 to shut olf suction from theintake manifold 64 flowing through line 65. The lower face of valve 61opens bleed port 66 to admit atmospheric air through lines 52, 51 to thespring side of the diaphragm in motor B so that the spring in motor Bwill cause arm 70 to move to the position shown in FIGS. 1 and 2 wherevalve 71 is closed to close off flow from the exhaust manifold 72through line 73 past llame arrestor 74 through pipe 75 past flow controlvalve 76 (as adjusted by screw 77), line 78 and line 79 to opening 81.The relation of valve 71 to opening 81 is slightly different in FIGS. 1and 2.

In this same position of arm 71B abutment 45e will be held in its openposition by a spring 48, as shown, the amount of opening being adjustedby screw 46 to admit the premixed idle fuel and air through mixing tube31. This shuts off flow of the exhaust to the intake below the butterflythrough opening S1 and allows normal llow of premixed idle fuel and airthrough opening tube 31 on the engine side of throttle butterfly 12 fornormal idle operation. At the same time line connects valve V to motor Cby line 52. Diaphragm motor C is similar to B but probably somewhatlarger to exert a greater force on valve stem 86 and valve 87 when valve61 has been drawn to the low position by solenoid S when energized.

In this low position of valve 61 port 63 will be opened so that suctionfrom intake manifold 64 flows through pipes 65, past port 63, throughpipes 52 and 85, to act on the spring side of the diaphragm in motor Cto pull up on valve stem 86 to close valve 87 against seat 72a inexhaust manifold 72 with a yielding force sufficient to hold the valve87 against exhaust pressure during decelerations of 3 to 15 p.s.i. asthe suction with a closed throttle on such decelerations may be around10 Hg (equal to 5 p.s.i. plus or minus).

When decelerating at speeds above, say, 30 m.p.h. with a closed throttle12, switch G will be closed by suitable speed sensing devices, seriesmounted. Switch T will be closed when the throttle is closed and thesolenoids will be energized. Valve 86 will close olf the flow of exhaustgas from manifold 72 to exhaust pipe 50 and on to muiller 90. Valve 71will be open to admit exhaust gas in quantities limited by the positionof valve 76 to flow into the intake manifold on the engine side ofthrottle 12. At the same time that valve 86 is closing and valve 71 isopening, abutment 45 will close the flow of idle fuel and idle air thatwas flowing through tube 31 so that during such a deceleration exhaustwill not fiow into the exhaust pipe 50 and mutiier 90 and on to theatmosphere but will be recirculated through the intake and back into theengine with a somewhat raised pressure in the exhaust, probably in thenature of 3-15 p.s.i. depending upon the speed of the motor and with asuction of Hg plus or minus in the intake manifold 64. The amount ofpressure and amount of suction mentioned here may vary appreciablyaccording to the amount of exhaust gas to be recirculated.

The resistance of the engine to operation with the increased exhaustpressure over normal exhaust pressures and the suction in the intakemanifold will result in greater braking of the car and less emissionsduring deceleration and the engine than when operating normally or withmany of the fuel off or burning in engine anti-smog devices.

The breathing of the crankcase may be fed into line 43 by line 91 beingconnected to breather tube or valve cover connection 92. If thebreathing is more than is taken in through line 43, a line 93 canconnect to line 4f) which comes from (or leads to) the clean side of theair cleaner.

A spark plug 95 is provided with a spark producing energy by wire 96from coil 97, the primary of which is made and broken by switch D. Thenormal ignition could be switched over to operate spark plug 96 duringdeceleration, as shown in U.S. Patent No. 3,058,296, dated Oct. 16,1962, entitled Engine Afterburner System, or U.S. Patent No. 2,895,292,dated July 21, 1959, entitled Fuel and Exhaust Gas Combination Controlof Internal Combustion Engine, if either of these types of ignition isdesired for plug 95.

I have illustrated my invention in these various forms; however, manyother variations may be possible within the scope of this invention.

To those skilled in the art to which this invention relates, manychanges in construction and Widely differing embodiments andapplications of the invention will suggest themselves without departingfrom the spirit and scope of the invention. The disclosures anddescription herein are purely illustrative and are not intended to be inany sense limiting.

I claim as my invention:

1. An engine including a throttle controlled fuel feeding system, a maininduction passage, a first throttle valve in said induction passage, anexhaust manifold and pipe, a second valve in said exhaust manifold orpipe for closing off the flow of exhaust gases through said exhaustpipe, means for feeding fuel and air to idle to said main inductionpassage, a bypass conduit connecting said exhaust manifold to said maininduction passage on the engine side of said first throttle valve toconduct exhaust gases to the main induction passage, a third valve insaid bypass conduit for controlling the fiow therethrough, automaticmeans for simultaneously closing off the fiow Of said idle fuel to themain induction passage, closing said second valve and opening said thirdvalve when decelerating above a predetermined engine speed at no power,said automatic means simultaneously turning on the fiow of said idlefuel, closing said third valve and opening said second valve when saidthrottle is opened for power operation.

2. A control means for use with an internal combustion engine includingan exhaust system including a manifold and exhaust pipe, a carburetor,an intake manifold, a shut off first valve in said exhaust system toshut off flow of exhaust gasses from flowing from the said engine to thepart of the exhaust pipe most remote from said engine, a conduitconnecting said exhaust on the engine side of Said first valve toconduct exhaust gasses from said engine to said intake manifold on theengine side of said carburetor.,

a second valve for shutting off the ow of gasses through said conduit,means for feeding fuel to idle said engine from said carburetor to saidengine, means for shutting off the ow of said fuel to idle by a singlecontrol means, said single control means also automatically controllingthe closing of said first exhaust shut off valve and simultaneouslyopening said second valve in said conduit from the exhaust to saidintake manifold, all said actions being accomplished substantiallyautomatically and all by means of said single control means.

3. A device as defined in claim 1, in which said single control meanssimultaneously controls the (1) opening of said first valve, (2) closessaid second valve in said conduit and (3) starts the ow of fuel to idlethat was shut off.

4. A device as defined in claim 3, said carburetor having a throttlevalve, said single control means being controlled by a closed throttlesensing device and an engine speed sensing device to (l) close off theidle fuel tiow (2) close off said first valve, (3) open said secondvalve when said engine is decelerating with closed throttle above apredetermined engine speed.

5. A device as defined in claim 3, in which said single control meansacts to perform the functions defined in conjunction with the shuttingoff of said fuel to idle when engine conditions differ substantiallyfrom normal power driving conditions.

6. A device as defined in claim 3, in which said single control meansacts to perform the functions as defined in connection with the shuttingofic of the ow of fuel to idle, shuts off said first valve and openssaid second valve during high speed no power decelerations of saidengine.

7. An engine having an exhaust pipe, an intake manifold, a first valvebetween said engine and said exhaust pipe, a motor operated by suctionfrom said intake manifold, a conduit leading from said exhaust on theengine side of said first valve for conducting exhaust gasses from saidexhaust system to said intake manifold, a second valve in said conduit,means for simultaneously closing said first valve and opening saidsecond valve responsive to the engine decelerating at no power above apredetermined engine speed, said means including power developed by saidmotor to operate said first valve.

8. A device as defined in claim 7, in which there is a spark plug in theexhaust system for said engine, said spark plug being located in saidexhaust system between said engine and said first valve, the points ofsaid plug being exposed to exhaust gasses between said engine and saidfirst valve, means for creating a rapidly repeating spark in said pugpromptly after said first valve is closed.

9. A device as defined in claim 2, one motor for closing off the flow offuel to idle and closing said second valve, a second motor for closingsaid first valve, each of said motors being powered by suction from saidintake manifold.

10. A device as defined in claim 9, said single control means includinga combination suction from intake manifold flow control valve and ableed to atmosphere valve, said combination valve being in the open toow of suction from said intake manifold to said motor and bleed toatmosphere closed position when said fiow of fuel to idle is shut off,said first Valve is closed and said second valve is open by the power ofsuction from said intake manifold, as controlled by said combinationvalve.'

11. A device as defined in claim 10, in which when said combinationvalve is in the other position with the portion of said combinationvalve which controls the flow of suction from said intake manifold tosaid motor closed, and the bleed valve portion of said combination valvewill open the ow of atmospheric pressure through said valve to saidmotor, so that said first valve will be opened, said second valve willbe closed and the flow of fuel to idle will be reestablished.

12. An internal combustion engine having an intake manifold, acarburetor, a throttie, an exhaust manifold,

a muffler, automatic means for recirculating all of the gasses normallyexpelled from said exhaust manifold into said intake manifold on theengine side of said carburetor when said engine is decelerating undercertain higher speed conditions thereby burning some of therecirculating gas and increasing engine braking, other means forallowing normal back pressure through said exhaust manifold and saidmuilier for normal full power operation.

13. An internal combustion engine having an intake manifold, acarburetor, a throttle, an exhaust manifold, a muler, automatic meansfor recirculating all of the gasses normally expelled from said exhaustmanifold into said intake manifold when said engine is decelerating atno power above a predetermined speed thereby burning some of therecirculating gas and increasing engine braking.

14. A device as defined in claim 13, in which there is a shut off valvein the exhaust system which is closed during such decelerations, thepressure in said exhaust manifold during said decelerations being above5# p.s.i., when said engine speed exceeds 2000 rpm., said exhaust shutoff valve being open at full power operation of said engine.

15. An internal combustion engine having an intake manifold, acarburetor, a throttle, an exhaust manifold, a mniiier, automatic meansfor recirculating all of the gases normally expelled from said exhaustmanifold into said intake manifold when said engine is decelerating atno power above a predetermined speed, other means for allowing normalback pressure through said exhaust manifold and said mufer for normalfull power operation, a shut olf valve in the exhaust system which isclosed during such decelerations, the pressure in said exhaust manifoldduring said decelerations being above 5# psi., when said engine speedexceeds 2000 rpm., said exhaust shut o valve being open at full poweroperation of said engine, a conduit between said exhaust manifold andsaid intake manifold, the suction in said intake manifold being morethan 3# p.s.i. during such decelerations, this being partially caused bythe restriction to the flow -of gases through the said conduit whichcontrols the liow of gases from said exhaust manifold to said intakemanifold, a flow of fuel to idle to said intake manifold during engineidle conditions, said ow of fuel to idle being automatically shut offwhen said shut off valve is closed and means for turning on said fuel toidle, and simultaneously opening said shut 01T valve when said throttleis Opened during engine operating conditions.

16. An internal combustion engine having an intake manifold, acarburetor, a throttle, an exhaust manifold, a muflier, automatic meansfor recirculating all of the gases normally expelled from said exhaustmanifold into said intake manifold when said engine is decelerating atno power above a predetermined speed, other means for a'llowing normalback pressure through said exhaust manifold and said muffler for normalfull power operation, a ow of fuel to idle to said intake manifoldduring engine idle conditions, said flow of fuel to idle beingautomatically shut off when said shut off valve is closed and means forturning on said fuel to idle, and simultaneously opening said shut offvalve when said 'throttle is opened during engine operating conditions.

References Cited UNITED STATES PATENTS 4/1922 Badger 123-119 3/1966Falzone 123--119

12. AN INTERNAL COMBUSTION ENGINE HAVING AN INTAKE MANIFOLD, ACARBURETOR, A THROTTLE, AN EXHAUST MANIFOLD, A MUFFLER, AUTOMATIC MEANSFOR RECIRCULATING ALL OF THE GASSES NORMALLY EXPELLED FROM SAID EXHAUSTMANIFOLD INTO SAID INTAKE MANIFOLD ON THE ENGINE SIDE OF SAID CARBURETORWHEN SAID ENGINE IS DECELERATING UNDER CERTAIN HIGHER SPEED CONDITIONSTHEREBY BURNING SOME OF THE RECIRCULATING GAS AND INCREASING ENGINEBRAKING, OTHER MEANS FOR ALLOWING MORMAL BACK PRESSURE THROUGH SAIDEXHAUST MANIFOLD AND SAID MUFFLER FROM NORMAL FULL POWER OPERATION.